GENERAL

SALE/WANTED

MARK III/L322 INTRODUCTION

The third generation Range Rover, which represented only the second major design update in 32 years, was officially introduced to the world at the Detroit Motor Show in January 2002. The new model was developed during BMW's period of ownership of Land Rover from 1995 to 2001. The redesign was given a high priority by BMW, with a total "clean sheet" approach resulting in the claim of most expensive development program for any vehicle, ever. The challenge was to update the on-road performance and handling from the pedestrian standards of past Range Rovers to levels more competitive with contemporary luxury sedans, while also improving on past Range Rovers' supreme off road abilities.

The designers succeeded brilliantly in improving both on-road handling and off-road ride through the use of a highly innovative cross-coupled independent airbag suspension. Acceleration was also improved, although still marginal compared to competing Jeep and Ford models. But the new Range Rover is bigger, better looking, has a fantastic interior, marginally faster, much more refined and of course even more luxurious than its predecessor.
Reassuringly, full attention was paid to off-road capabilities to ensure it is still the "king off road" -- its main selling point in an increasingly crowded luxury SUV market. Following the tradition of all Range Rovers to date, further innovation in suspension design is largely responsible for these remarkable dual personality capabilities. It is acknowledged that most buyers may never use its stupendous off road capabilities, but knowing the capability is there is the reason people will shell out $70,000 for a Range Rover when they could get an equally luxurious Cadillac Escalade or Lexus LS470 (or a faster BMW X5 or Mercedes ML500) for less. It's the same reason people will continue to buy Ferraris even though most never actually use their 170 mph capabilities.
Contrary to earlier rumors, the vehicle is manufactured on a new production line in Land Rover's home town of Solihull, England. Overall, the new Range Rover is a landmark engineering achievement, fully worthy of the Range Rover name

BODY SHAPE

The redesign continued the recent trend in this market segment towards larger vehicles, expanding the Range Rover's length by another 9.5 inches to 195 inches, providing a body as cavernous as a Toyota Land Cruiser. Wheelbase is increased by five inches from 108 to 113 inches. The modern monocoque construction techniques did not prevent a 500 lb weight gain, but included retention of the trademark Land Rover aluminum for the hood, front fenders and door panels.
The designers wished to avoid the main criticism leveled at the Mark II/P38 body that it erred on the side of blandness. Accordingly, the new shape, while very recognizably a Range Rover and very similar to the
Mark III/L322, is more interesting. The
comparison photo below of the Mark II/P38 and the new shape was provided by Kevin Kelly.

The new model borrows numerous design cues from the Classic Range Rover including round headlights under a rectangular lens cover, more prominent castellations on the hood, and squarer topline & rear pillar, and the "floating" roof. Rumor has it that Spen King, designer of the legendary Classic, has been consulted in the redesign. More quickly dated will be the nested design of the headlights and the round tail lights. The large air vents that grace the sides of the front wings may also go out of fashion but they are functional in aiding air flow past the engine. The rear overhang slopes upwards for improved departure angle. The much-loved rear tailgate arrangement which makes for pleasant afternoon tea stops in the field is retained.

The interior is, as expected, luxurious, with every possible amenity, but with improved ergonomics and more intuitive controls for items like the windows. Sufficient genuine wood paneling is in evidence to exude the feeling of a prestigious club that only British cars can achieve.

CHASSIS AND ENGINE

Unlike the Mark II/P38, the chassis, suspension and engine are complete breaks with the past. A monocoque design, one of the stiffest ever made, replaces the separate chassis and body. This approach irritated diehard truck lovers, but is obviously more efficient from an engineering viewpoint. It allows better use of available space, and a stronger vehicle overall for a given size and weight. Don't get the idea, however, that this new technique has resulted in a lightweight version of the Range Rover. The Mark III/L322 tips the scales at a staggering 5,400 lbs before you start loading it with accessories, people, luggage or equipment.

The BMW 4.4 liter V8, borrowed from the 7-series BMW's, was given the unenviable task of motivating this titanic bulk and mass. The engine was modified in various ways to withstand the rigors of off-road use, including re-tuning for low speed torque, strengthening of the crankcase to mount the front differential, beefing up of drive belts, etc. Power output, in spite of its twin overhead cams and four valves per cylinder, is only moderately greater than the 4.6 liter version of the old Rover V8, but its wider torque band and 5 speed gearbox yield a modest boost in acceleration.

When Ford took over Land Rover in 2001, it was too late to re-power the new Range Rover with a decent-sized engine, but the problem was soon taken in hand, and would result (in mid-2005) in the first major update of the model, with two Jaguar-derived engine options to provide the needed boost.

SUSPENSION

The new model follows the tradition of Range Rover suspension innovation, introducing all-round independent springing, with MacPherson
struts in the front and double wishbones at the rear. Travel is increased to
10.75 inches front and 13 inches rear, far beyond previous models. In off-road
mode, the air suspension lifts the vehicle 2 inches above standard height,
providing over 11 inches of ground clearance and softer spring rates. Software
automatically senses increased wheel movements associated with off-road
conditions and activates cross-linking valves on both front and rear air
springs, allowing air to move rapidly between left and right air bladders. This
has a highly beneficial effect softening the ride over bumps and maximizing
ground contact force at the drooping wheel, thereby increasing traction.

Some may criticize the move away from the more traditional beam axles, valued by off-road enthusiasts due to their ability to clear obstacles even during suspension articulation and compression. The Range Rover's suspension controller gets around this problem by simulating a beam axle when off road, through the cross-linking mentioned above. In addition, the new design allows for considerably more wheel travel than earlier models. It is notable that off-road racers use a similar independent suspension setup (with coils instead of the more sophisticated electronically controlled air springs) to achieve maximum travel and handling at high speed on very uneven terrain. The Hummer also uses independent suspension without noticeable penalty in off road performance.

Like the previous model, the suspension has several height settings. In the lowest "access mode" setting, the suspension is grounded almost to the bump stops to allow the vertically challenged to get into the vehicle without standing on a stepladder as required for other serious off-road vehicles. Normal height is the default position until the vehicle reaches highway speeds, when the body lowers itself an inch below normal to increase stability. When venturing off-road, high profile can be selected for an instant 2 inch lift above "normal".

This suspension wizardry restores the Range Rover reputation for being the "best riding 4X4". Like the Classic, but in contrast to the harsh-riding
Mark II/P38, the Mark III/L322 is universally acclaimed for its superb ride, both on and off road. The air spring pistons are designed so the springs are stiffer at the lower height settings used in high speed driving, but softer in the higher settings. When the vehicle is stationary in the lowest "access" mode, the suspension is so stiff that it is hard to deflect it much even by jumping on it. Once in motion in standard mode, the ride is supple and comfortable. Off road, the ride is softened further by the aforementioned piston design and the cross-coupling. In addition the nature of all-round independent suspension ensures that running one wheel over a large bump is hardly felt.

The air suspension confers several other advantages. The dynamic response and "feel" of the ride does not vary, like a conventionally sprung vehicle, from hard when unloaded to mushy when loaded. Maximum clearance and departure angle is maintained even under full load, and the suspension is much more difficult to "bottom out". Finally, the headlights are always aimed level regardless of load.

TRANSMISSION

The transmission is still a ZF unit but now has the BMW Step-tronic function, called Command Shift in the Range Rover, allowing automatic or manual shifting. The transfer case has been upgraded to allow shifting into low range without coming to a halt. A new torque-sensing center differential performs a similar duty to the viscous center diff lock on previous models. The innovative electronic traction control system is retained, applying the brake to a spinning wheel so that torque is transferred to the wheel with the most grip. This accomplishes the function of a heavy duty four wheeling locker in a way that is smoother, more progressive and less likely to result in broken drivetrain parts. Hill Descent Control, which automatically and selectively applies the brakes on steep descents in such a way as to avoid wheel lockup, is borrowed from the Discovery to add to the vehicle's manageability on steep downhill grades.

ON ROAD ATTRIBUTES AND PERFORMANCE

The only reason people buy Range Rovers rather than its cheaper and more reliable competitors is knowing their off-road performance is superior to all comers, even if few actually push it to its limits. Accordingly, during the redesign, much attention was paid to further improving off-road performance. The result is easily the best off-road ability of any SUV (except perhaps a Humvee). Even before the new model was released, the off-road performance of a test mule spotted in the Middle East was said to be quite remarkable, and better than any previous Land Rover product. Since the launch, there has been no reason to question this conclusion. After a test drive, Autocar (January 9, 2002) stated that the new model has "a low speed ride like no off-roader we've experienced before".

Range Rover engine power traditionally lags behind what is really needed to get to the head of the pack among SUVs, and the new model proudly continues this tradition. The moderately increased horsepower and torque of the new model is offset by the 500 lb weight gain; it weighs as much as a Bentley Arnage T but has only half the torque on tap. In a 2004 Motor Trend test, it clocked 8.4 seconds for 0-60mph -- still no match for the much lighter Jeep Grand Cherokee Overland on the drag strip, but at least it could equal or better the 0-60 time of a contemporary Ford Explorer V8. Due to clean aerodynamics its top speed was also impressive (130 mph on initial models but electronically limited to 120mph in 2004). With its improved throttle response in high range, the vehicle feels much more lively than the model it replaced, possessing plenty of power for average driving. It will certainly go much faster than is safe or legal in most places!!

The sophisticated independent suspension
and rack-and-pinion steering refine the handling and ride to blow away the
competition on road and off. The ride is smooth, agile and car-like, and is not
harsh over bumps like the Discovery II, Mark II/P38 or BMW X5. The first magazine road test of the vehicle (Autocar,
January 9, 2002) indicated favorable impressions of the vehicle's refinement and
handling, and its ability to soak up horrible off-road terrain in a manner
reminiscent of the Classic. Motor Trend (July 2004) gushed "superb handling,
vault-like solidity and quietness... When pushed on pavement, it feels smooth
and locked down. Getting such outstanding ride and handling performance from a
hulking SUV is a stunning feat of engineering... Very composed at high speeds..
It feels like it can always handle more, even when I push it to my personal
limits". Later tests have agreed with these evaluations.

The interior is agreed to be impressive and in excellent taste, while the view out the wrap-around glass is unprecedented. The Autocar writer was less enthused about the vehicle's vast size and "colossal" weight, not to mention its "languid" acceleration compared with the 7-series and S-class vehicles Land Rover is hoping to lure drivers away from. The "amount of stirring it needs to maintain a decent pace" indicated that a horsepower boost was still desirable.

OFF ROAD FEATURES

The radical new cross-linked independent air suspension is a quantum advance in off-road comfort and traction. It gives a more supple ride and negotiates average obstacles with greater aplomb and at higher speeds without sending the vehicle off into the bushes or over the cliff. The significantly improved wheel travel is a major plus in off road situations, where keeping the wheels on the ground is highly desirable for both traction and steering control. The cross-linking of the air springs helps considerably in this regard, greatly increasing ground pressure and grip on a drooping wheel, while providing a needed softening of the off-road ride. As in the previous model, the air suspension maintains full ground clearance and departure angles regardless of load, and (unlike coil springs) the progressive air springs seldom bottom out when encountering an obstacle or ditch too fast. The 11-inch ground clearance is arguably an improvement, but here we encounter the differences in operation between independent and beam axle setups. On a beam axle, the minimum ground clearance is measured at the differential, but in practice the height of obstacle (e.g. a rock) that can be passed over is governed by the clearance under the rest of the axle and steering apparatus. This is about 11 inches on a Range Rover
Mark II/P38. While both models can pass over an 11 inch rock, the independent suspension on the new model can result in the chassis hitting a rock lower than 11 inches if there is any suspension compression. On the other hand, the full 11 inches is available across most of the vehicle's width, not just if you aim correctly as on earlier models.

In addition to suspension design, the new Range Rover is engineered throughout for serious off-road ability. Compared with the
Mark II/P38, the new model has better approach and departure angles, and a cleaner underbody with kevlar protection and exhaust tailpipes that are cleverly tucked up underneath to avoid being hit. The torque sensing center differential is more pro-active than the viscous lock on earler models, while the electronic traction control has been carried to new heights of sophistication. A longer wheelbase slightly reduces ramp breakover angle (28 degrees vs 29 for earlier models), but otherwise no compromises (and many improvements) have been made in the off road department. The massive weight of the vehicle reflects solid underpinnings that will stand up to off-road punishment. Mud deflectors protect all the brake discs, and for the first time, decent heavy duty recovery loops are provided front and rear.

On the downside, the increased size of the new model is a disadvantage on tight trails. Also, the limited tire choices available for its 18x7.5 and 19x8 inch (standard in the US) wheels handicap ultimate off road ability. The standard tires are inevitably highly street-oriented, but it is encouraging that Goodyear MT/R tires were fitted for Land Rover's recent G4 Challenge, and more patterns are gradually becoming available for these wheels.

Initial reports suggested that Warn was not planning to produce a winch mount for the new model, due to the work and expense needed to satisfy airbag concerns. However these fears were soon allayed by the production of a factory winch design. Other vital off road accessories such as an expedition roof rack were also soon introduced. These accessories help Land Rover's most capable new model since the introduction of the Defender to exploit its tremendous off road abilities.

MID 2005 MAJOR UPDATE

Major Update
Conscious of the need for more horsepower to keep up with the Range Rover's competitors, and reluctant to keep relying on BMW for power plants, the new Ford corporate owners presided over the adaptation of engines from Jaguar (also Ford-owned) for Land Rover use. A 4.4 litre, 300 hp version of the Jaguar 4.2 litre V8 was developed and first used in the new 2005 LR3/Discovery 3 model, temporarily giving it more power than the Range Rover! At the 2005 Detroit Motor Show, a major update of the Range Rover was unveiled, with the base model using the LR3/Discovery 3 engine, and a premium model using a supercharged version of the Jag 4.2 litre V8 developing 400 horsepower -- the same engine slated for the new Range Rover Sport, scheduled for introduction about the same time (mid 2005) as the updated Range Rover. Both engines are lightweight aluminum alloy units, with advanced torque-based engine management systems that, together with drive-by-wire throttle control and variable camshaft phasing (on the 4.4 litre version), continually adjust the engine to deliver optimum performance. Both the engines are specially adapted by Land Rover for better low speed torque characteristics (important in off-road driving), the ability to run at the extreme angles encountered off road, improved protection from dust and rocks, and improved sealing needed for wading. (Photo above: 2006 Supercharged RR at Detroit Motor Show, courtesy of Ovalnews.com. Note mesh grille and power vents on supercharged mosel).

Transmission:
The new engines are matched to the new 6 speed ZF HP26 unit also used in the Discovery 3 and Range Rover Sport, with normal, sport, and manual shift modes -- the latter being particularly useful in low range. On the supercharged model, a "positive torque" feature is added to enhance gearchanges. The transfer case, also shared with the Discovery, has an excellent low range ratio of 2.9 to 1 and an electronically controlled locking center differential.

External Changes:
The planned major facelift for the 2006 Range Rover model year included a host of other modifications in addition to the new engines. Externally, there was a new front bumper design with raised sections at each end under the headlamps (see official Land Rover press photo above). There are new headlamps (which swivel when you turn the wheels to "see around corners") and taillights, a new front grille and revised power vents. On the non-supercharged model (photo at left courtesy of Stefan Schumacher) the grille and power vent changes are subtle -- there are now three power vents instead of two. On the supercharged model the changes are more obvious, with both the grille and the power vents made of mesh (see photos above).
There were also additional color combinations, and the inevitable revision in the style of the 19 inch alloy wheels. The supercharged models got their own special mesh-design front grille and power vents, 20-inch alloy wheels, plus special black-on-silver badges.

Suspension, Steering and Braking:
Under the skin, the steering was revised to make it more precise, and braking was improved (with the supercharged version getting 4-piston Brembo front calipers). The air suspension was refined for better on and off road ride. On the supercharged model, the suspension was adjusted to provide flatter cornering but at the expense of an inch or so of articulation, which will slightly restrict ultimate off road performance.

Luxury Appointments and Other Features:
Sound deadening has been improved with a number of refinements including laminated side window glass, redesigned A-pillars for reduced wind noise, and improved engine isolation. A new tire-pressure monitoring system was included. A rear-view camera projects directly to the front-fascia screen, and the driver can use touch-screen control for audio, phone and off-road driving information. The latter feature is especially useful, displaying to the driver (among other things) the position of the front wheels. There is also an available rear-seat entertainment package with a six-disc DVD changer, twin screens and headphone pods that are all fully integrated with the vehicle's sound system. That sound system is now a 710 watt Harmon-Kardon Logic 7 arrangement with 14 speakers.
A personal integrated telephone system is Bluetooth-enabled and can be voice, touch-screen or steering wheel operated. Cradle-mounted phone handsets also allow for SMS text messaging (via an on-screen keyboard). The new, easier-to-use touch-screen has improved resolution and contrast for easy visibility in all light, and includes an interface for audio, navigation, on-board computer, telephone, and 4x4 information and settings. The supercharged model has stainless steel racing foot pedals, and can be ordered with the Supercharged Plus Pack, including special black lacquer veneers and leather on the fascia, instrument panel and console sides.

BUILD QUALITY

The Range Rover Mark III/L322 is built in Solihull, England, on a new production line, just as the previous model was. It managed to register at the second to bottom of the JD Powers survey of initial quality (July 2003), with 190 problems reported per 100 vehicles during the first 90 days of ownership. The top rated Lexus brand scored 76 per 100 vehicles. In July 2005, Land Rover came third to last.
The fact that Jaguar improved to reach the top half of the JD Power rankings after being taken over by Ford gave hope that the situation at Land Rover would improve under
its new ownership. A recent visitor to the factory in Solihull reports that much more up-to-date statistical quality control measures are now in place on the assembly line, compared to an earlier visit several years ago when quality control amounted to patching up problems after assembly. However during this time Land Rover's competitors have always improved, with the net result that it is still at the bottom of the heap.
While the 2003-2005 models have fewer problems than the early production Mark
II/P38, they do have more than their share compared to other makes. Indications from owners and LR service personnel are that the 2006 models with the new Jaguar-derived powertrains have considerably more headaches. In summary, it is well worth checking out extended warranties for your Mark III/L322 Range Rover.

WHAT MODEL YEAR?

In selecting a Range Rover it is helpful to know when main mechanical, functional and comfort changes occur. Below is a brief overview for each year. For detailed specifications, illustrations of different models and their distinguishing features, see the Model Year Specifications section.

MARK III/L322 CHRONOLOGY

2002: All-new Range Rover III model goes on sale in June (called a 2003 model in the US). If you buy a "2003" in the US, check the rear of the driver's door for actual build date.

2003: New model continues unchanged.

2004: No significant changes. An optional Luxury Interior Package added special seats and more leather trim. A special "Westminster Edition" limited run of 450 vehicles allowed buyers to pay $12,000 more for a totally black interior including ebony wood, more front seat motion options, a rain sensor, and 20 inch boneshaker wheels for feeling every bump on the road.

2005: A new touch-screen navigation system, sound system and fiber optic network interlinking these and other in-vehicle systems. No significant mechanical changes. New Discovery/LR3 steals the thunder this year with many features borrowed from the Range Rover, plus more power.

ITEMS TO INSPECT PRIOR TO PURCHASE

Like any new design, the Range Rover Mark III/L322 had a number of teething problems, some of which persisted through to the later years. It is worth checking the air suspension operation and the navigation and entertainment systems, especially on pre 2005 models. If you are getting the vehicle checked out by a dealer, it might be worth paying them to check the front differential splines for wear to prevent possible failure. Things to check while driving are listed in the test drive section below. Check out the items mentioned in the Common Issues and Repairs section. See the
Mark III/L322 Experiences Page for specific information on quality problems reported
first hand by Mark III/L322 owners.

THE TEST DRIVE

On this model the new drivetrain and independent suspension should make the test drive feel like driving a (heavy) car, with everything smooth and quiet. There should be very little body roll (although more than in a car). Listen and feel for vibrations in the steering or drivetrain -- these seem to be the most common defects. and are hard to get rid of. Make sure the steering column adjustment goes up and down without sticking, and that the radio and navigation systems operate normally without any static or other quirks. Test the air suspension to make sure it goes up and down normally.